In the

United States Court of Appeals

For the Seventh Circuit

No. 12-3187

HOOSIER ENVIRONMENTAL COUNCIL and

CITIZENS FOR APPROPRIATE RURAL ROADS,

Plaintiffs-Appellants,

v.

UNITED STATES ARMY CORPS OF ENGINEERS, et al.,

Defendants-Appellees,

and

INDIANA DEPARTMENT OF TRANSPORTATION,

Intervenor Defendant-Appellee.

Appeal from the United States District Court

for the Southern District of Indiana, Indianapolis Division.

No. 1:11-cv-00202-LJM-DML—Larry J. McKinney, Judge.

ARGUED FEBRUARY 25, 2013—DECIDED JULY 16, 2013

Before BAUER, POSNER, and SYKES, Circuit Judges.

POSNER, Circuit Judge. This appeal requires us to consider the scope of the duty imposed on the Army Corps of

Engineers by section 404 of the Clean Water Act, 33 U.S.C.
2 No. 12-3187

§ 1344, and its implementing regulations, to protect

wetlands that contain or are covered by waters of the

United States (and so are within federal jurisdiction)

from environmental degradation by—in this case—the

construction of a highway. Wetlands are environmentally significant because they help recharge groundwater sources, filter water, control flooding, and provide

a habitat for many animal and plant species, as do the

streams that carry water to wetlands, and are also of

concern in this case.

Section 404(a) of the Act authorizes the Secretary of the

Army (in practice, the Army Corps of Engineers) to issue

permits “for the discharge of dredged or fill material into

the navigable waters” of the United States. 33 U.S.C.

§ 1344(a). Implementing regulations state that a permit

will be denied if the Corps finds that there is “a practicable

alternative to the proposed discharge which would

have less adverse impact on the aquatic ecosystem,”

40 C.F.R. § 230.10(a), or if the discharge “would be

contrary to the public interest.” 33 C.F.R. § 320.4(a)(1). The

terms we’ve italicized are the ones critical to this case.

I-69 is an interstate highway (part of the federal interstate highway system) that when completed will run

from Canada to Mexico (and of course in the opposite

direction as well) through a number of states including

Indiana. At present, however, the highway consists of

disjointed segments. One of the breaks is between Indianapolis in central Indiana and Evansville in the extreme

southwestern corner of the state. A federal interstate

highway (I-70) runs between Indianapolis and Terre
No. 12-3187 3

Haute. A lesser federal highway, Route 41, runs between

Terre Haute and Evansville. As shown in the map

below, these two highways form the sides of an approximate right triangle. The direct route between Indianapolis and Evansville is the hypotenuse and thus

the shorter of the two routes—142 miles rather than 155

miles long. The roads on the direct route (the hypotenuse) tend to be narrow and crowded with truck traffic

and to experience an above-average incidence of traffic

accidents. The Federal Highway Administration and

the Indiana Department of Transportation (the latter

a defendant in this suit by environmental groups;

the other principal defendant is the Army Corps of Engineers) decided that a worthwhile contribution to the

completion of I-69 would be to build an interstate highway on the hypotenuse. The highway would thus be a

segment of I-69. The circled area on the map indicates

a completed section of the new highway, section 3, that

is the immediate subject of this lawsuit.
4 No. 12-3187

ALTERNATIVE ROUTES FOR I-69 FROM

INDIANAPOLIS TO EVANSVILLE

Environmentalists opposed building a highway on the

direct route on the ground that it would destroy wetlands,

disrupt forests, and also disrupt “karst” ecosystems,
No. 12-3187 5

unusual landscapes permeated by caves and other formations that provide rich habitats for wildlife, including such

endangered and threatened species as the Indiana bat

(endangered) and the bald eagle (threatened). See U.S. Fish

& Wildlife Service Midwest Region, “Karst Ecosystems,”

www.fws.gov/midwest/ecosystemconservation/karst.html

(visited July 1, 2013). Most of the environmental concerns

have been resolved, however; this case is concerned just

with the filling of wetlands and of stream crossings.

Filling stream crossings means placing gravel, rock, or dirt

in a stream in order to support a road that bridges the

stream or even blocks it, in which event however a

culvert can be built in order to conduct the stream under

the road. The Clean Water Act requires a permit to fill

streams that are waters of the United States—that is, that

are within federal jurisdiction, as the waters affected by

the highway are. The permit granted by the Corps allows

six streams in section 3 to be filled where the highway

crosses them, in addition to permitting the destruction

of wetlands. The two types of action—destroying wetlands and filling streams—are the actions challenged as

violations of the Clean Water Act. To simplify exposition,

we’ll ignore the streams.

The plaintiffs advocate, in lieu of the new highway,

simply upgrading to federal interstate highway standards

the 88-mile stretch of Route 41 from Terre Haute to Evansville. That would bring the entire Indianapolis-Evansville

route up to those standards. The environmental impact

would be slight because all that would be involved

would be upgrading an existing highway that occupies

only 57 percent (88/155 miles) of the indirect route. This
6 No. 12-3187

suggested alternative to the new highway would also

be $1 billion cheaper ($1 billion versus $2 billion).

The federal and state highway authorities filed, as they

were required to do, Environmental Impact Statements,

which concluded that building a new interstate highway

on the direct route was preferable to upgrading the

indirect route. After a suit contending that the highway

would violate the National Environmental Protection

Act failed, Hoosier Environmental Council v. U.S. Dept. of

Transportation, No. 1:06-cv-1442-DFH-TAB, 2007 WL

4302642, at *1 (S.D. Ind. Dec. 10, 2007), the highway

authorities began addressing the exact location of the

highway within the direct route and the placement of

structures ancillary to the new highway, such as bridges

and culverts. The proposed highway was divided into six

sections. Sections 1 through 3 have been built; sections 4

through 6 have not yet been built though section 4 is

under construction. Section 3, a 26-mile stretch, is as we

said the immediate subject of this case. The grant of the

Clean Water Act permit for section 1 was not challenged.

The grant of the permit for section 2 was challenged, but

that case has been stayed to await the outcome of this

case. We don’t know the current status of challenges, if

any, to the other sections.

In considering the permit application for section 3, the

Corps concentrated on the likely effect on wetlands (and

on stream crossings, but as we said we’re ignoring those

in the interest of simplicity) of the six bridges planned

to cross the new highway in that section. The Corps

concluded that the bridges wouldn’t violate the Clean
No. 12-3187 7

Water Act because no less environmentally damaging

alternative was practicable and this section of the highway was not contrary to the public interest. Damage to

wetlands would be modest and would be offset by the

creation of new wetlands, as would be required by the

Clean Water Act permit that the Corps would issue.

The plaintiffs don’t disagree with the Corps’ conclusion

that the plan for section 3 of the highway minimizes

the wetland effects of that section. Their objection is to

the choice of the direct route (the hypotenuse), of which

section 3 is just one slice, over the indirect one. They

argue that the Corps failed to consider whether the

direct route as a whole, rather than one section of it,

would be in the public interest and whether the indirect

route (upgraded as we explained earlier) would be a

practicable alternative. But the district court found the

Corps’ analysis adequate to justify the grant of the

permit and so awarded summary judgment to the defendants, precipitating this appeal.

The Indiana Department of Transportation argues

that the case is moot. Section 3 of I-69 has been built, was

opened to traffic last November, and is now in full use.

It is too late, therefore, the Department argues, for a

court to provide the relief sought by the plaintiffs. That

is not correct. A case is moot only if “it is impossible for

a court to grant any effectual relief whatever to the prevailing party,” Decker v. Northwest Environmental Defense

Center, 133 S. Ct. 1326, 1335 (2013) (emphasis added),

quoting Knox v. Service Employees Int’l Union, Local 1000,

132 S. Ct. 2277, 2287 (2012), as when a case is settled. One
8 No. 12-3187

possibility for relief in this case would be an injunction

requiring the defendants to rip up section 3 and recreate the wetlands it has destroyed. See, e.g., Hillsdale

Environmental Loss Prevention, Inc. v. U.S. Army Corps of

Engineers, 702 F.3d 1156, 1166-67 (10th Cir. 2012); United

States v. Bailey, 571 F.3d 791, 804-06 (8th Cir. 2009); Mark C.

Rouvalis, Comment, “Restoration of Wetlands Under

Section 404 of the Clean Water Act: An Analytical Synthesis of Statutory and Case Law Principles,” 15 Boston College

Environmental Affairs L. Rev. 295, 298-300 (1988). That

would be an extreme measure, unlikely to be ordered, but

the fact that relief is unlikely does not render a case moot.

But we find almost incomprehensible the plaintiffs’

failure, which they do not mention in their briefs and

were unable to explain at the oral argument, to have

sought a preliminary injunction against the construction

of section 3—or indeed against the construction of any

segment of the I-69 project, since their contention is that

the indirect route is superior to the direct one and that

the Corps was required to compare both routes in their

entirety. A motion for a preliminary injunction might

well have been denied, but the denial of a preliminary

injunction is immediately appealable and would have

brought the litigation to a swifter conclusion. By their

lassitude the plaintiffs have increased substantially the

cost of the relief they seek, for now that cost would

include the cost of destroying section 3; and the cost of

an injunction is a material consideration in whether to

grant it. But this is not an issue we need pursue, as we

don’t think the plaintiffs are entitled to relief in any

event. Anyway all this has nothing to do with mootness.
No. 12-3187 9

So on to the merits, where the first issue is the scope

of the Corps of Engineers’ duty to consider alternatives

to proposed projects that threaten wetlands. Did it adequately consider whether the indirect route was a practicable alternative to the direct route? If it was

practicable, and superior from an environmental standpoint, then the “practicable alternative” regulation required the Corps to deny a Clean Water Act permit for

the direct route.

An alternative is “practicable” if it is “capable of

being done after taking into consideration cost, existing

technology, and logistics in light of overall project purposes.” 40 C.F.R. § 230.10(a)(2). With cost, technological

feasibility, and relative environmental impacts not disputed, the only question is whether the indirect route

would achieve the “overall project purposes.”

Because of the magnitude of the project to fill the I-69

gap between Indianapolis and Evansville, the planning

for it has, as is authorized, 23 C.F.R. § 771.111(g); 40 C.F.R.

§§ 1502.20, 1508.28; see, e.g., Nevada v. Dept. of Energy,

457 F.3d 78, 91-92 (D.C. Cir. 2006), proceeded in two

separate stages, conventionally but unilluminatingly

termed “Tier I” and “Tier II.” “Tiering refers to the coverage of general matters in broader environmental

impact statements (such as national program or policy

statements) with subsequent narrower statements or

environmental analyses (such as regional or basinwide

program statements or ultimately site-specific statements) incorporating by reference the general discussions and concentrating solely on the issues specific to the
10 No. 12-3187

statement subsequently prepared.” 40 C.F.R. § 1508.28.

Tiering enables agencies “to eliminate repetitive discussions of the same issues and to focus on the actual

issues ripe for decision at each level of environmental

review.” § 1502.20.

Tiering is common in highway projects, see Shenandoah

Valley Network v. Capka, 669 F.3d 194, 196-97 (4th Cir.

2012); Sierra Club v. U.S. Army Corps of Engineers, 295

F.3d 1209, 1220-21 (11th Cir. 2002); Conservation Law

Foundation v. Federal Highway Administration, 24 F.3d

1465, 1474-75 (1st Cir. 1994), which (federal highway

projects in particular) often are both complicated and

protracted. The aim of the Tier I analysis of the

Indianapolis-Evansville project was to pick the “corridor”—the route, about 2000 feet wide, within which

the highway would be located. It was at Tier I that the

direct route was picked over the indirect one. Obviously

the highway itself would not be 2000 feet wide. Determining its exact placement within the corridor (its “alignment”) was deferred to the Tier II analysis.

It was at Tier II that the preferred alternative—a highway

on the direct route—was divided into six sections. As

the plaintiffs point out, the highway authorities may

not shirk responsible analysis of environmental harms

by “segmentation,” Swain v. Brinegar, 542 F.2d 364, 368-71

(7th Cir. 1976) (en banc); Indian Lookout Alliance v. Volpe,

484 F.2d 11, 19-20 (8th Cir. 1973), that is, by evaluating

those harms severally rather than jointly. The environmental harms caused by section 3 are modest when the

possibility of re-creating the wetlands destroyed by the
No. 12-3187 11

section is taken into account. But without an estimate of

the environmental harms likely to be caused by all six

sections, the Corps of Engineers would be unable to

determine the aggregate environmental damage that a

highway on the direct route would cause. Yet given the

alignment (locational) options within each route (that is,

where precisely to locate a highway in each 2000-foot

corridor slice) and also the options concerning the

number and siting of ancillary structures such as bridges,

culverts, and rest areas, an attempt at an exact comparison of the effect on wetlands of all possible alternative

routes would have made the Tier I analysis unmanageable.

There is a difference between “segmentation” in its

pejorative sense, and—what is within administrative

discretion—breaking a complex investigation into manageable bits. Klemme v. Sierra Club, 427 U.S. 390, 412-15

(1976). The Federal Highway Administration’s Environmental Impact Statement, issued as part of the Tier I

analysis, had compared the effects on wetlands of the

two corridors. It had found that the indirect route

would harm only between 22 and 40 acres of wetlands and the direct route 75 acres. The alignment of

the highway and the number and location of ancillary

structures could affect these figures, but those determinations were properly deferred to Tier II.

The Corps’ role was simplified by the fact that it is

required to assess the environmental impacts only of the

“practicable” alternatives. The selection of the corridor,

involving a comparison of alternatives that is likely to

illuminate practicability, is a task in the first instance
12 No. 12-3187

for the transportation agencies, in this case the Federal

Highway Administration and the Indiana Department

of Transportation. The Corps of Engineers is not responsible for the interstate highway system. At the same time

the transportation agencies are not free to ignore environmental impacts. They must indicate in the Environmental Impact Statement that is required for any major

project, such as an interstate highway, the likely environmental consequences of their choice of corridor. 42 U.S.C.

§ 4332(2)(C); 23 C.F.R. § 771.133; Simmons v. U.S. Army

Corps of Engineers, 120 F.3d 664, 666 (7th Cir. 1997); see

also Council on Environmental Quality, “The National

Environmental Policy Act: A Study of Its Effectiveness

After Twenty-five Years” 9 (January 1997), www.blm.gov/

or/regulations/files/nepa25fn.pdf (visited July 1, 2013).

The destruction of wetlands is an environmental harm.

Executive Order 11990, “Protection of Wetlands,” 42 Fed.

Reg. 26961 (May 24, 1977). So the highway agencies

must estimate the impact of a proposed highway on

wetlands. And to do that they must consult agencies

that have environmental responsibilities, 42 U.S.C.

§ 4332(2)(C), such as the EPA and the Corps of Engineers.

The highway agencies did that and with the advice they

received concluded that upgrading the indirect route

was not a practicable alternative—the direct route was

the least environmentally damaging corridor alternative

that was practicable. And while the damage was

greater than would result from upgrading the indirect

route, it was modest—75 acres of wetlands (less than

12 percent of one square mile) to be re-created elsewhere.
No. 12-3187 13

The Corps of Engineers reviewed a draft of the Environmental Impact Statement before it was issued and

concurred in the statement’s analysis of the alternatives

(the direct and indirect routes). It did not formally approve

the direct route at Tier I because it wanted the additional information that the Tier II analysis would provide—information that would enable it to determine the

effects on wetlands of alternative highway configurations within the preferred corridor. So although participating in the Tier I corridor determination the Corps

deferred its consideration of the detailed impact on

wetlands, and on the public interest more broadly (for

remember the two separate regulations that it must

apply before it may issue a Clean Water Act permit), until

as a result of the Tier II analysis it knew exactly where

the new highway and its crossings and any other

ancillary structures were planned to be.

The Tier II analysis required sectioning in order to be

manageable. Once it was decided that the aggregate

wetlands damage that the new highway would create

was modest, the further task of determining the optimal

alignment of the highway, and the optimal location and

design of ancillary structures, within each section to

minimize wetlands damage could best be performed

piecemeal. The highway wasn’t going to be built all at

once. Construction would start at its southernmost point

and Clean Water Act permits would be granted or denied

when the analysis of the wetland effects of alternative

configurations was completed for each segment. The Corps

might have had either to devote six times the resources to

conduct the permit analysis for all six sections at once, to
14 No. 12-3187

the prejudice of its other assignments, or to have

delayed the start and completion of construction for

years as a smaller staff did first section 1, and then

section 2, and so forth but did not grant a permit until

it had analyzed all six sections. Instead, moving section

by section and coming to section 3, the Corps assessed

the impact on wetlands both of alternative locations of

the highway within the corridor and of alternative locations for the crossings in section 3, and it decided that

the planned locations were superior to any other

possible locations in that section.

The Corps explained that “in light of [the Federal Highway Administration’s] detailed alternatives analysis [in

Tier I] of alternative corridors for the Interstate 69 project,” which had determined that the direct route was

the least environmentally damaging practicable alternative,

the Corps needed to consider only the choice between

on the one hand alternative alignments within the

direct route, and on the other hand not building the

highway at all if the direct route was also impracticable.

For it was apparent from the Tier I analysis that the

indirect route had too many serious drawbacks to be

considered “practicable.” The direct route was shorter,

would provide convenient access to more towns, notably

Bloomington with its large public university (the main

campus of Indiana University), and would reduce the

number of traffic accidents. The indirect route would

reduce travel time between only a few towns in southwest Indiana and do little to reduce traffic congestion,

traffic accidents, or pollution from traffic. The effect on

wetlands of either route would as we know be modest.
No. 12-3187 15

Although the Corps has an independent responsibility to enforce the Clean Water Act and so cannot just

rubberstamp another agency’s assurances concerning

practicability and environmental harm, it isn’t required to

reinvent the wheel. If another agency has conducted a

responsible analysis the Corps can rely on it in making

its own decision. After all, it is permitted to rely (though

not uncritically) on submissions by private permit applicants and on consultants, see Van Abbema v. Fornell, 807

F.2d 633, 638-42 (7th Cir. 1986); Hillsdale Environmental

Loss Prevention, Inc. v. U.S. Army Corps of Engineers, supra,

702 F.3d at 1170-71; Greater Yellowstone Coalition v.

Flowers, 359 F.3d 1257, 1270-71 (10th Cir. 2004); Friends of

the Earth v. Hintz, 800 F.2d 822, 834 (9th Cir. 1986) (“the

Corps’ regulations do not require the Corps to undertake an independent investigation or to gather its own

information upon which to base” an environmental

assessment), and it necessarily relies heavily on them—so

why not on federal agencies that have relevant responsibilities and experience?

For the Corps to assume unilateral responsibility

for determining the acceptability from a transportation

standpoint of alternative highway projects would usurp

the responsibility that federal and state law have

assigned to federal and state transportation authorities.

The wetlands tail would be wagging the highway dog.

The Corps would have to bulk out its staff with experts

on highway design, construction, and transportation. The

duty of the Corps is “to determine the feasibility of

the least environmentally damaging alternatives that

serve the basic project purpose.” Utahns for Better Trans-
16 No. 12-3187

portation v. U.S. Dept. of Transportation, 305 F.3d 1152,

1189 (10th Cir. 2002). The basic purpose of the I-69

highway project was to be, and has been, determined

elsewhere in government.

The Corps’ reliance on findings of other agencies

relating to the central functions of those agencies is an

example of what economists call the division of labor;

it reaps the benefits of specialization; it is both efficient

and inevitable. Different agencies have different comparative advantages in resolving different issues and

therefore need not duplicate each others’ studies; instead

they can use the results of those studies as inputs into

their own determinations. Unsurprisingly the applicable

regulations expect the agencies to collaborate, 40 C.F.R.

§ 230.10(a)(4), as they did in regard to the I-69 project.

The highway administrations determined not unreasonably that the overall purposes of the new highway

project could not be fulfilled by the indirect route. The

Corps could proceed from there to determine whether

the effect on wetlands of the direct route had been minimized. The Corps found that the plan minimized damage to wetlands in section 3 by the way it configured

the alignment of the highway and the number, location,

and design of the auxiliary structures and by the provision for re-creating elsewhere the wetlands that the

highway would destroy.

The plaintiffs criticize some of the analysis conducted

by the highway administrations and adopted by the

Corps. They note an erroneous statement in the analysis

of alternative routes in the Environmental Impact State-
No. 12-3187 17

ment: the indirect route “provides no benefit on . . .

increased access to major institutions of higher education.” Actually the indirect route would enable 122,000

more persons to drive to a major institution of higher

education (defined as an institution enrolling more than

5000 students) within an hour. But the direct route will

give 446,000 persons the same improved access to higher

education. And this is just one of the improvements

that the direct route when completed will make to the

transportation network of southwestern Indiana.

A second error alleged is that the analysis of alternatives rejected the indirect route in part because it “would

require the largest number of business relocations (70-

131) as well as a moderately high number of home relocations (264-335),” when in truth the direct route

requires comparable numbers: “76 business relocations

and 390 home relocations.” So which route would

require more relocations is unclear, and of course relocations may differ greatly in their consequences. But

there was no error; the figures are correct and were

acknowledged in the analysis. The plaintiffs just wish

the highway agencies had weighed this factor more

heavily. They were not required to do so. The amount of

relocation was never thought to be decisive; it was just

one factor among many to be considered in assessing

the practicability of the alternative corridors.

We have yet to consider whether the Corps of

Engineers conducted an adequate public interest review,

as required by the second regulation that we quoted

from at the outset and now must quote in full:
18 No. 12-3187

The decision whether to issue a permit will be based

on an evaluation of the probable impacts, including

cumulative impacts, of the proposed activity and its

intended use on the public interest. Evaluation of

the probable impact which the proposed activity

may have on the public interest requires a careful

weighing of all those factors which become relevant in

each particular case. The benefits which reasonably

may be expected to accrue from the proposal must

be balanced against its reasonably foreseeable detriments. The decision whether to authorize a proposal,

and if so, the conditions under which it will be allowed

to occur, are therefore determined by the outcome

of this general balancing process. That decision

should reflect the national concern for both protection and utilization of important resources. All

factors which may be relevant to the proposal must be

considered including the cumulative effects thereof:

among those are conservation, economics, aesthetics,

general environmental concerns, wetlands, historic

properties, fish and wildlife values, flood hazards,

floodplain values, land use, navigation, shore erosion

and accretion, recreation, water supply and conservation, water quality, energy needs, safety, food and

fiber production, mineral needs, considerations of

property ownership and, in general, the needs and

welfare of the people.

33 C.F.R. § 320.4(a)(1); see also Sierra Club v. Sigler, 695

F.2d 957, 975 (5th Cir. 1983).
No. 12-3187 19

It would be unrealistic to think that the Corps could,

within a reasonable time and with its limited resources—not to mention the limits of human knowledge—actually analyze each of these factors in depth,

attach a weight to each, and by adding up all the weights

determine whether to approve a project. The regulation

is overly ambitious, and should perhaps be considered

aspirational. Especially when as in this case the Corps is

given a chance to and does weigh in on the highway

agencies’ analysis of the relative benefits and costs of a

proposed highway project, it should be able to rely on

that analysis, if it is a responsible analysis, while conducting its own analysis of those factors that are within

its competence, such as effects on wetlands.

Indeed as an original matter one might have thought

that since the concern of the Clean Water Act is with

water, the requirement of assessing the public interest

was intended only to make sure that the Corps did not

casually surrender its duty to protect wetlands (and

navigable waters of the United States more generally) to

vague invocations of “public interest.” But the Supreme

Court has held that, no, the regulation is to be interpreted literally and so requires the Corps to evaluate all

the factors listed in it. Cf. United States v. Alaska, 503

U.S. 569, 580-83 (1992). And the Corps did this, so far as

it was possible to do. For in concluding that granting a

Clean Water Act permit for section 3 would be in the

public interest the Corps analyzed a remarkable number

of public interest factors: substrate; currents, circulation

or drainage patterns; suspended particulates; turbidity;

water quality; flood control functions; storm, wave and
20 No. 12-3187

erosion buffers; erosion and creation patterns; aquifer

recharge; baseflow; mixing zone; special aquatic sites;

habitat for fish and other aquatic organisms; wildlife

habitat; endangered or threatened species; biological

availability of possible contaminants in dredged or fill

material; existing and potential water supplies, water

conservation, water-related recreation; aesthetics; parks,

national and historic monuments, wild and scenic rivers,

wilderness areas, research sites, etc.; traffic/transportation

patterns; energy consumption or generation; navigation;

safety; air quality; noise; historic properties; land-use

qualification; economics; prime and unique farmland;

food and fiber production; general water quality; mineral

needs; consideration of private property; cumulative

and secondary impacts; environmental justice; the

relative extent of the public and private need for the

proposed work; the practicability of using reasonable

alternative locations and methods to accomplish the

objective of the proposed structure or work; and the

extent and permanence of the beneficial and/or detrimental effects the proposed structures or work may

have on the public and private uses to which the area is

suited.

The plaintiffs have not shown that the conclusion the Corps drew from its detailed and highly

technical analysis—that section 3 of the direct route is

in the public interest—was unreasonable.

It’s true that the Corps hasn’t done and won’t be doing

a public interest analysis of the entire project—all six

sections. But there does not appear to be a dispute over
No. 12-3187 21

whether the project as a whole is contrary to the

public interest—and it might be an impertinence for the

Corps of Engineers to decide that a sister federal agency,

the Federal Highway Administration, was proposing a

project that was not in the public interest. Anyway the

highway agencies’ Environmental Impact Statements

had covered most, maybe all, of the ground that a

public interest analysis would have covered. The plaintiffs argue neither that the project as a whole is contrary

to the public interest nor that it was sectioned in order to

prevent consideration of its total environmental harms

(improper “segmentation,” discussed earlier). They may

be playing a delay game: make the Corps do a public

interest analysis from the ground up (along with an all-atonce six-section permit analysis) in the hope that at

least until the analysis is completed there will be no

further construction, so that until then the highway will

end at the northernmost tip of section 3—making it a

road to nowhere.

AFFIRMED.

7-16-13